US5683318A - Method for influencing the tension in a drive belt - Google Patents

Method for influencing the tension in a drive belt Download PDF

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Publication number
US5683318A
US5683318A US08/723,984 US72398496A US5683318A US 5683318 A US5683318 A US 5683318A US 72398496 A US72398496 A US 72398496A US 5683318 A US5683318 A US 5683318A
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Prior art keywords
drive belt
speed
transmission
input
tension
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US08/723,984
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Peter Jaap Snel
Arjen Brandsma
Paulus Maria Smeets
Johannes Hendrikus Van Lith
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Bosch Transmission Technology BV
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Van Doornes Transmissie BV
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Assigned to VAN DOORNE'S TRANSMISSIE B.V. reassignment VAN DOORNE'S TRANSMISSIE B.V. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BRANDSMA, ARJEN, SMEETS, PAULUS MARIA, SNEL, PETER JAAP, VAN LITH, JOHANNES HENDRIKUS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing

Definitions

  • the invention relates to a method for influencing the tension in a drive belt in a continuously variable transmission.
  • a continuously variable transmission with drive belt is disclosed, for example, in European Patent EP 0 436 974 and is used in motor vehicles in particular.
  • a continuously variable transmission of this type essentially comprises two pulleys and a drive belt arranged between the pulleys. Each pulley has two discs, the drive belt being accommodated in a slit between the discs.
  • the aim of the invention is to overcome the abovementioned drawbacks by optimum loading of the drive belt, to provide a high power density, high efficiency and a wide control range.
  • the method according to the invention is characterised in that the tension in the drive belt is determined as a function of the speed of the drive belt and in that, for part, parts or the entire range of the possible input speeds of the transmission, the input speed of the transmission is increased and/or reduced to a desired speed range for the drive belt with an essentially relatively lower tension in the drive belt.
  • the power can be transmitted by the drive belt even in the case of adverse input speeds without the tensions in the drive belt becoming unacceptedly high and without the transmission and the drive belt having to be of heavy-duty construction.
  • the compactness, the power density, the efficiency and the control range are improved as a result.
  • the input speed of the transmission is reduced or increased to the desired speed of the drive belt and, for part, parts or the entire range of the possible speeds of the drive belt, the speed of the drive belt is increased or reduced to the desired output speed of the transmission.
  • the reduction or increase in the input speed to the desired speed of the drive belt is at least partially corrected by increasing or, respectively, reducing the speed of the drive belt again to the output speed of the transmission.
  • the part, parts or the entire range of the input speed for which the speed is reduced or increased adjoins the part, parts or the entire range for which the speed of the drive belt is increased or reduced to the output speed.
  • the factor for increasing the input speed of the transmission is preferably between 1.1 and 3.5, whilst the factor for reducing the input speed of the transmission preferably has a value of between 0.35 and 0.9.
  • the input speed of the transmission can be adjustable as a function of the transmission ratio of the transmission.
  • the invention also relates to a continuously variable transmission which can be operated in accordance with the method described.
  • FIG. 1 shows, diagrammatically, a continuously variable transmission according to the prior art
  • FIG. 2A shows tension curves for a drive belt as a function of the speed
  • FIG. 2B shows a variogram of a transmission according to the prior art
  • FIG. 3A shows tension curves for a drive belt operated in accordance with the method according to the invention
  • FIG. 3B shows tension curves for a drive belt operated in accordance with the method according to the invention, as a function of the speed
  • FIG. 4 shows a variogram of a continuously variable transmission operated in accordance with the method according to the invention.
  • the continuously variable transmission 1 shown diagrammatically in FIG. 1 is connected by means of an input shaft 5 to the output shaft 2 of a drive unit 3.
  • the transmission 1 comprises two pulleys 6 and 9, which have discs 7, 8 and 10, 11, respectively, which are mounted on the input shaft 5 and, respectively, the output shaft 12.
  • the discs 7 and 11 are axially movable, so that the radial position of the drive belt 13, located between the pulleys 6 and 9, and thus the transmission ratio of the transmission can be varied.
  • FIG. 2A shows a graphical representation of the load curve in which, for constant power, the tension S in the drive belt 13 is plotted on a the vertical axis as a function of the speed of the input shaft 5.
  • Three load curves are shown for different transmission ratios. The transmission ratio with the lowest value (the highest acceleration) results in curve A, whilst curve C is obtained with an average transmission ratio. All curves have an intermediate region I of relatively low tensions and fringe regions II and III of relatively high tensions. In fringe region II the tension is determined in particular by the torque to be transmitted, whilst in fringe region III the tension is determined in particular by the centrifugal action on the belt.
  • the degree to which the drive belt 13 is driven into the fringe regions II and III is partly dependent on the conditions under which the transmission is used, for example whether or not a motor vehicle is driven fast and/or accelerated fast, as well as on the nature of the drive unit 3.
  • a motor vehicle is driven fast and/or accelerated fast
  • region III will predominate.
  • the fringe regions II and III delimit the compactness, the power density, the efficiency and the control range of the drive belt and the transmission.
  • FIG. 2B shows a variogram of a continuously variable transmission according to the prior art.
  • the lines 30, 31, 32 and 33 enclose a field 34 with all possible combinations of the output speeds N out , plotted on the vertical axis, and the input speeds N in , plotted on the horizontal axis.
  • the input speed N in is a measure for the engine speed
  • the output speed N out is a measure for the speed of the motor vehicle.
  • the transmission ratio of the continuously variable transmission is determined by the ratio between the input speed N in and the output speed N out at a given point in time, as is indicated, for example, in FIG. 2B by the working point 35. Within the field 34, the transmission ratio can be adjusted to an infinite number of values.
  • Line 31 indicates the limit of the maximum permitted output speed N out for the various transmission ratios, whilst line 32 gives the limit for the maximum permitted input speed N in for different transmission ratios.
  • the location of line 32 in the variogram is determined by the maximum permitted speed of the engine, whilst the maximum speed of the vehicle determines the location of line 31.
  • the transmission ratio which is given by line 36, represents the transmission ratios at which the motor vehicle can achieve the maximum vehicle speed V max with the limited maximum input speed N in , max. This working point of maximum primary speed and maximum vehicle speed is indicated by the reference numeral (37).
  • FIG. 3A again shows that the tensions in the drive belt 13 have been determined, this time as a function of the speed N belt of the drive belt 13.
  • the speed N belt of the drive belt has been separated from the input speed N in of the transmission.
  • the separation has taken place in particular for the sub-regions X-X 1 and Y-Y 1 .
  • the input speed N in has been increased to the higher speed range N belt1 -N belt2 of the drive belt.
  • the input speed N in has been reduced to the lower speed range N belt3 -N belt4 .
  • the input speed N in can be increased or reduced over the entire range, by which means an essentially relatively lower tension in the drive belt is likewise obtained.
  • the input speed N in in combination with a low-revving diesel engine as the drive element 3, good results are obtained if the input speed N in is increased over the entire range.
  • a high-revving engine as drive element 3 an advantageous result can once again be obtained according to the invention by reducing the input speed N in over the entire range. In all cases the result is that the transmission acquires a higher power density and better efficiency as well as a wider control range and often can be more compact.
  • the various features can be achieved in practice by, for example, using an accelerating and/or decelerating step, for example by incorporating a gear wheel group in the transmission in the drive direction before the pulley 6, 9/drive belt 13 combination.
  • Said accelerating or decelerating steps are preferably adjustable.
  • the acceleration or deceleration of the input speed N in of the transmission can also be obtained by controlling this with the output speed of the drive element 3.
  • the tension in the drive belt 13 is partly dependent on the transmission ratio A, B and C at that point in time. Therefore, according to the invention, the increase or reduction in the input speed of the transmission can be adjusted as a function of the transmission ratio of the transmission. This is shown in FIG.
  • FIG. 4 shows a variogram which largely corresponds to that in FIG. 2B.
  • an accelerating step has been inserted between the input shaft 5 of the transmission 1 and the pulley 6.
  • This has, for example, the result that the input speed N in1 of the transmission is translated into a speed N prim1 of pulley 6, which speed is a measure for the speed of the drive belt.
  • This results in a speed N sec1 of the secondary pulley 9.
  • the speed N in1 would have resulted in an output speed of the transmission with a magnitude of N out1 .
  • this speed would therefore be a speed of the magnitude of N sec1 .
  • the transmission 1 So as not to influence the functioning of the transmission 1 as a whole by the use of the method of the invention, it can, according to the invention, be desirable to employ a decelerating step, for example once again a gear wheel step, after the pulley 9, which decelerating step reduces the speed N sec1 back to the output speed N out1 which would have been obtained without the use of the method according to the invention.
  • a decelerating step for example once again a gear wheel step, after the pulley 9, which decelerating step reduces the speed N sec1 back to the output speed N out1 which would have been obtained without the use of the method according to the invention.
  • the accelerating and, respectively, decelerating (sub-) ranges of the input speed of the transmission link up with the decelerating and, respectively, accelerating (sub-)ranges of the output speed.

Abstract

The invention relates to a method for influencing the tension in a drive belt in a continuously variable transmission. According to the invention, the tensions in the drive belt are determined as a function of the speed of the drive belt. For part, parts or the entire range of the possible input speeds of the transmission, the input speed of the transmission is then increased and/or reduced to a desired speed range for the drive belt with an essentially relatively lower tension in the drive belt. The power density, the efficiency and the control range of the transmission can be improved by application of this method.

Description

The invention relates to a method for influencing the tension in a drive belt in a continuously variable transmission.
Such a continuously variable transmission with drive belt is disclosed, for example, in European Patent EP 0 436 974 and is used in motor vehicles in particular. A continuously variable transmission of this type essentially comprises two pulleys and a drive belt arranged between the pulleys. Each pulley has two discs, the drive belt being accommodated in a slit between the discs. By changing the radial position of the drive belt between the pulleys, an infinite number of transmission ratios can be obtained within a certain control range. The radial position of the drive belt in the pulleys can be changed in that at least one disc of each pulley is axially movable.
It is known from European Patent 0 436 974 that, when a torque converter is used, a temporary increase in the tension of the drive belt to above a certain fatigue value is acceptable when driving away the motor vehicle. However, the tension in the drive belt cannot be increased to above the fatigue value, and certainly not to above the breaking point, over the entire range of input speeds of the transmission and for a prolonged period. The transmission and drive belt must therefore also be of sufficiently heavy-duty construction to be able to transmit the full power even in the case of the most adverse input speeds of the transmission. The compactness, the power density, the efficiency and the control range are limited as a result.
The aim of the invention is to overcome the abovementioned drawbacks by optimum loading of the drive belt, to provide a high power density, high efficiency and a wide control range.
The method according to the invention is characterised in that the tension in the drive belt is determined as a function of the speed of the drive belt and in that, for part, parts or the entire range of the possible input speeds of the transmission, the input speed of the transmission is increased and/or reduced to a desired speed range for the drive belt with an essentially relatively lower tension in the drive belt. In this way the power can be transmitted by the drive belt even in the case of adverse input speeds without the tensions in the drive belt becoming unacceptedly high and without the transmission and the drive belt having to be of heavy-duty construction. The compactness, the power density, the efficiency and the control range are improved as a result.
According to further developments of the invention, the input speed of the transmission is reduced or increased to the desired speed of the drive belt and, for part, parts or the entire range of the possible speeds of the drive belt, the speed of the drive belt is increased or reduced to the desired output speed of the transmission. What is achieved in this way is that the reduction or increase in the input speed to the desired speed of the drive belt is at least partially corrected by increasing or, respectively, reducing the speed of the drive belt again to the output speed of the transmission. According to the invention the part, parts or the entire range of the input speed for which the speed is reduced or increased adjoins the part, parts or the entire range for which the speed of the drive belt is increased or reduced to the output speed. In this way, although the tensions in the drive belt are limited, the relationship between the input and output speeds of the transmission remains unchanged, certainly if the same factor is used for the input speed and for the speed of the drive belt. The factor for increasing the input speed of the transmission is preferably between 1.1 and 3.5, whilst the factor for reducing the input speed of the transmission preferably has a value of between 0.35 and 0.9.
According to the invention the input speed of the transmission can be adjustable as a function of the transmission ratio of the transmission.
The invention also relates to a continuously variable transmission which can be operated in accordance with the method described.
The invention will be explained with reference to a drawing. In the drawing:
FIG. 1 shows, diagrammatically, a continuously variable transmission according to the prior art;
FIG. 2A shows tension curves for a drive belt as a function of the speed;
FIG. 2B shows a variogram of a transmission according to the prior art;
FIG. 3A shows tension curves for a drive belt operated in accordance with the method according to the invention;
FIG. 3B shows tension curves for a drive belt operated in accordance with the method according to the invention, as a function of the speed; and
FIG. 4 shows a variogram of a continuously variable transmission operated in accordance with the method according to the invention.
The continuously variable transmission 1 shown diagrammatically in FIG. 1 is connected by means of an input shaft 5 to the output shaft 2 of a drive unit 3. The transmission 1 comprises two pulleys 6 and 9, which have discs 7, 8 and 10, 11, respectively, which are mounted on the input shaft 5 and, respectively, the output shaft 12. The discs 7 and 11 are axially movable, so that the radial position of the drive belt 13, located between the pulleys 6 and 9, and thus the transmission ratio of the transmission can be varied.
FIG. 2A shows a graphical representation of the load curve in which, for constant power, the tension S in the drive belt 13 is plotted on a the vertical axis as a function of the speed of the input shaft 5. Three load curves are shown for different transmission ratios. The transmission ratio with the lowest value (the highest acceleration) results in curve A, whilst curve C is obtained with an average transmission ratio. All curves have an intermediate region I of relatively low tensions and fringe regions II and III of relatively high tensions. In fringe region II the tension is determined in particular by the torque to be transmitted, whilst in fringe region III the tension is determined in particular by the centrifugal action on the belt. The degree to which the drive belt 13 is driven into the fringe regions II and III is partly dependent on the conditions under which the transmission is used, for example whether or not a motor vehicle is driven fast and/or accelerated fast, as well as on the nature of the drive unit 3. For a diesel engine the low-speed region II will predominate, whilst for a high-revving petrol engine, region III will predominate. Because the fatigue strength and the breaking strength of the belt may, in principle, not be exceeded, the fringe regions II and III delimit the compactness, the power density, the efficiency and the control range of the drive belt and the transmission.
FIG. 2B shows a variogram of a continuously variable transmission according to the prior art. The lines 30, 31, 32 and 33 enclose a field 34 with all possible combinations of the output speeds Nout, plotted on the vertical axis, and the input speeds Nin, plotted on the horizontal axis. The input speed Nin is a measure for the engine speed, whilst the output speed Nout is a measure for the speed of the motor vehicle. The transmission ratio of the continuously variable transmission is determined by the ratio between the input speed Nin and the output speed Nout at a given point in time, as is indicated, for example, in FIG. 2B by the working point 35. Within the field 34, the transmission ratio can be adjusted to an infinite number of values.
Line 30 gives the lowest transmission ratio (=the highest acceleration) and line 33 the highest transmission ratio (=the lowest acceleration). Line 31 indicates the limit of the maximum permitted output speed Nout for the various transmission ratios, whilst line 32 gives the limit for the maximum permitted input speed Nin for different transmission ratios.
Frequently the location of line 32 in the variogram is determined by the maximum permitted speed of the engine, whilst the maximum speed of the vehicle determines the location of line 31.
The transmission ratio, which is given by line 36, represents the transmission ratios at which the motor vehicle can achieve the maximum vehicle speed Vmax with the limited maximum input speed Nin, max. This working point of maximum primary speed and maximum vehicle speed is indicated by the reference numeral (37).
FIG. 3A again shows that the tensions in the drive belt 13 have been determined, this time as a function of the speed Nbelt of the drive belt 13. Here the speed Nbelt of the drive belt has been separated from the input speed Nin of the transmission. In this case the separation has taken place in particular for the sub-regions X-X1 and Y-Y1. For the sub-region X-X1 the input speed Nin has been increased to the higher speed range Nbelt1 -Nbelt2 of the drive belt. For the sub-region Y-Y1 the input speed Nin has been reduced to the lower speed range Nbelt3 -Nbelt4. It will be clear that as a result of this method the drive belt 13 is driven over a narrower speed range Nbelt with an essentially relatively lower tension in the drive belt.
Incidentally, it is not necessary according to the invention to increase or to reduce the input speed Nin of the transmission for multiple sub-regions. Thus, depending on the specific application conditions, the input speed Nin can be increased or reduced over the entire range, by which means an essentially relatively lower tension in the drive belt is likewise obtained. For example, in combination with a low-revving diesel engine as the drive element 3, good results are obtained if the input speed Nin is increased over the entire range. On the other hand, in combination with a high-revving engine as drive element 3, an advantageous result can once again be obtained according to the invention by reducing the input speed Nin over the entire range. In all cases the result is that the transmission acquires a higher power density and better efficiency as well as a wider control range and often can be more compact.
Particularly suitable factors by which to increase the input speed have been found to lie between 1.1 and 3.5, whilst for a reduction in speed the factor lies between 0.35 and 0.9.
Incidentally, the various features can be achieved in practice by, for example, using an accelerating and/or decelerating step, for example by incorporating a gear wheel group in the transmission in the drive direction before the pulley 6, 9/drive belt 13 combination. Said accelerating or decelerating steps are preferably adjustable. The acceleration or deceleration of the input speed Nin of the transmission can also be obtained by controlling this with the output speed of the drive element 3. As is indicated in FIG. 3A, the tension in the drive belt 13 is partly dependent on the transmission ratio A, B and C at that point in time. Therefore, according to the invention, the increase or reduction in the input speed of the transmission can be adjusted as a function of the transmission ratio of the transmission. This is shown in FIG. 3B for the transmission ratio B for which regions Z-Z1 and Z11 -Z111, respectively, of the input speed Nin are, respectively, increased and reduced. It will be clear that, for adjustment as a function of the transmission ratio, these sub-ranges are in a different location for, for example, transmission ratio A from FIG. 3A than for transmission ratio B.
FIG. 4 shows a variogram which largely corresponds to that in FIG. 2B. In this case, however, an accelerating step has been inserted between the input shaft 5 of the transmission 1 and the pulley 6. This has, for example, the result that the input speed Nin1 of the transmission is translated into a speed Nprim1 of pulley 6, which speed is a measure for the speed of the drive belt. This, in turn, results in a speed Nsec1 of the secondary pulley 9. Without the accelerating step, the speed Nin1 would have resulted in an output speed of the transmission with a magnitude of Nout1. With the accelerating step, this speed would therefore be a speed of the magnitude of Nsec1. So as not to influence the functioning of the transmission 1 as a whole by the use of the method of the invention, it can, according to the invention, be desirable to employ a decelerating step, for example once again a gear wheel step, after the pulley 9, which decelerating step reduces the speed Nsec1 back to the output speed Nout1 which would have been obtained without the use of the method according to the invention. In the case of a reduction in the speed at the input of the transmission, it can, of course, be desirable to increase the speed again at the output. Preferably, the accelerating and, respectively, decelerating (sub-)ranges of the input speed of the transmission link up with the decelerating and, respectively, accelerating (sub-)ranges of the output speed. In this way, although the tensions in the drive belt are reduced no difference is found at the input and output of the transmission compared with those for a conventionally driven continuously variable transmission. Because of the correlation between torque and speed of the transmission, it is specified here that within the inventive concept and within the scope of protection torque can also be read in place of speed.

Claims (9)

We claim:
1. Method for influencing the tension in a drive belt in a continuously variable transmission, characterised in that the tension in the drive belt is determined as a function of the speed of the drive belt and in that, for part, parts or the entire range of the possible input speeds of the transmission, the input speed of the transmission is increased and/or reduced to a desired speed range for the drive belt with an essentially relatively lower tension in the drive belt.
2. Method according to claim 1, characterised in that the input speed of the transmission is reduced to the desired speed of the drive belt and in that for part, parts or the entire range of the possible speeds of the drive belt, the speed of the drive belt is increased to the desired output speed of the transmission.
3. Method according to claim 1, characterised in that the input speed of the transmission is increased to the desired speed of the drive belt and in that for part, parts or the entire range of the possible speeds of the drive belt, the speed of the drive belt is reduced to the desired output speed of the transmission.
4. Method according to claim 1, characterised in that for the part, parts or the entire range of the input speed of the transmission for which the input speed has been increased or reduced to the desired speed of the drive belt, the speed of the drive belt is reduced or, respectively, increased to the desired output speed of the transmission.
5. Method according to claim 1, characterised in that the reduction or increase in the input speed of the transmission to the desired speed of the drive belt and the subsequent increase or, respectively, reduction in the desired speed of the drive belt to the desired speed of the transmission takes place by an approximately equal factor.
6. Method according to claim 1, characterised in that the increase in the input speed of the transmission preferably takes place by a factor of between 1.1 and 3.5.
7. Method according to claim 1, characterised in that the reduction in the input speed of the transmission preferably takes place by a factor of between 0.35 and 0.9.
8. Method according to claim 1, characterised in that the increase or reduction in the input speed of the transmission is adjusted as a function of the transmission ratio of the transmission.
9. In a continuously variable transmission comprising a drive belt and means for changing the tension in the drive belt; the improvement comprising means for setting the tension in the drive belt as a function of the speed of the drive belt, and means for changing the input speed of the transmission to a desired speed range for the drive belt with an essentially relatively lower tension in the drive belt.
US08/723,984 1995-10-05 1996-09-27 Method for influencing the tension in a drive belt Expired - Lifetime US5683318A (en)

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NL1001345A NL1001345C2 (en) 1995-10-05 1995-10-05 Method for influencing the tension in a drive belt.
NL1001345 1995-10-05

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JP (2) JP4181230B2 (en)
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US6099424A (en) * 1998-12-30 2000-08-08 Hamilton Sundstrand Corporation Continuously variable transmission with control arrangement and method for recovering from transmission belt slipping
US20120295450A1 (en) * 2011-05-18 2012-11-22 Koplow Jeffrey P Rotary electrical contact device and method for providing current to and/or from a rotating member
US10971876B1 (en) * 2019-05-23 2021-04-06 National Technology & Engineering Solutions Of Sandia, Llc Belt structures for rotary electrical contact device
US11031744B1 (en) * 2019-05-23 2021-06-08 National Technology & Engineering Solutions Of Sandia, Llc Belt structures for rotary electrical contact device

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ATE259950T1 (en) 2000-05-03 2004-03-15 Doornes Transmissie Bv CONTINUOUSLY VARIABLE TRANSMISSION WITH VARIABLE RATIO SPREAD
EP1152171B1 (en) * 2000-05-03 2004-02-18 Van Doorne's Transmissie B.V. A continuously variable transmission having a variable transmission ratio coverage

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NL8205048A (en) * 1982-12-30 1984-07-16 Doornes Transmissie Bv Steplessly variable vehicle e.g. motorcycle transmission - has gearwheel on input shaft meshing with internally-toothed one on primary shaft
EP0157050A1 (en) * 1983-12-23 1985-10-09 Borg-Warner Corporation Multi-pass continuously variable transmission
US4702725A (en) * 1985-03-26 1987-10-27 Toyota Jidosha Kabushiki Kaisha Hydraulic control system for continuously variable transmission
US4718308A (en) * 1985-03-29 1988-01-12 Borg-Warner Automotive, Inc. Hydraulic control system for continuously variable transmission
US4731044A (en) * 1985-12-18 1988-03-15 Borg-Warner Automotive, Inc. Tension sensor and control arrangement for a continuously variable transmission
US5085107A (en) * 1989-09-18 1992-02-04 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling hydraulically operated continuously variable vehicle transmission, having means for changing power transmitting capacity with input torque
EP0436974A1 (en) * 1990-01-11 1991-07-17 Van Doorne's Transmissie B.V. Method for controlling the tension in a driving belt of a continuously variable transmission

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6099424A (en) * 1998-12-30 2000-08-08 Hamilton Sundstrand Corporation Continuously variable transmission with control arrangement and method for recovering from transmission belt slipping
US20120295450A1 (en) * 2011-05-18 2012-11-22 Koplow Jeffrey P Rotary electrical contact device and method for providing current to and/or from a rotating member
US8585413B2 (en) * 2011-05-18 2013-11-19 Sandia Corporation Rotary electrical contact device and method for providing current to and/or from a rotating member
US10971876B1 (en) * 2019-05-23 2021-04-06 National Technology & Engineering Solutions Of Sandia, Llc Belt structures for rotary electrical contact device
US11031744B1 (en) * 2019-05-23 2021-06-08 National Technology & Engineering Solutions Of Sandia, Llc Belt structures for rotary electrical contact device

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JP2006071106A (en) 2006-03-16
EP0767324A1 (en) 1997-04-09
NL1001345C2 (en) 1997-04-08
JPH09158999A (en) 1997-06-17
EP0767324B1 (en) 2001-09-05
DE69614956D1 (en) 2001-10-11
DE69614956T2 (en) 2002-04-11
JP4181230B2 (en) 2008-11-12

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